3LikesTamiya TRF415
05-02-2007, 08:43 AM
The original 415 is much stiffer than the latest model so much better for carpet racing. Still very competitive. 
05-02-2007, 10:22 AM
Yep, and I have one of those babies. I'm willing to sell it too, PM me if interested !
05-02-2007, 10:26 AM
Originally Posted by John Doucakis
My blog has just been updated with pics from the LRP TCM.
Here are photos of Marc's and Hupo's cars.
http://jdracing.blogs.se/
Here are photos of Marc's and Hupo's cars.
http://jdracing.blogs.se/
05-02-2007, 10:35 AM
marc prob running brushed as checkpoint doesnt make brushless......
TRYHARD: what size shim are you running under your mre steering? and where exactly do these shims go? thanks!
TRYHARD: what size shim are you running under your mre steering? and where exactly do these shims go? thanks!
05-02-2007, 12:46 PM
Tech Adept
Why are a lot of people using the old steering on a new 415 car? people use the 415msx mre but with the old steering, why is that?
Arjen
Arjen
05-02-2007, 01:14 PM
I think some people find it easier to drive. Personally i like the new steering system. It feels more responsive.
Charles
Charles
05-02-2007, 01:23 PM
Originally Posted by Arjen
Why are a lot of people using the old steering on a new 415 car? people use the 415msx mre but with the old steering, why is that?
Arjen
Arjen
05-02-2007, 02:07 PM
Originally Posted by Arjen
Why are a lot of people using the old steering on a new 415 car? people use the 415msx mre but with the old steering, why is that?
Arjen
Arjen
05-02-2007, 04:55 PM
I've just updated my MSX to MRE spec (Lower deck, Pulleys, Air Duct etc) but am keeping the old steering just as I tried a mates MSXX with the new steering and it was way too sensitive for me, when you have 42mm turnbuckles to the hubs and a short one to the servo, yes it's far more reactive, but sometimes a little too much so! It's all personal choice, and it's not too much a task to change over later on!
05-02-2007, 05:54 PM
Originally Posted by John Doucakis
My blog has just been updated with pics from the LRP TCM.
Here are photos of Marc's and Hupo's cars.
http://jdracing.blogs.se/
Here are photos of Marc's and Hupo's cars.
http://jdracing.blogs.se/
05-02-2007, 07:35 PM
Tech Regular
Originally Posted by nikkiesteban
what brand is that battery matched by checkpoint?
05-02-2007, 08:27 PM
Upper Link Position
Q1. Anyone can explain the meaning of the three holes location on the upper front / rear bulkheads ? Does it matter ?
Q2. Shorter vs Longer Upper Link ? Suggestion for asphalt ( Low to medium grip ) but technical track ?
Q2. Shorter vs Longer Upper Link ? Suggestion for asphalt ( Low to medium grip ) but technical track ?
05-03-2007, 12:52 AM
Originally Posted by asw7576
Q1. Anyone can explain the meaning of the three holes location on the upper front / rear bulkheads ? Does it matter ?
Q2. Shorter vs Longer Upper Link ? Suggestion for asphalt ( Low to medium grip ) but technical track ?
Q2. Shorter vs Longer Upper Link ? Suggestion for asphalt ( Low to medium grip ) but technical track ?
They affect your roll centre, stick to what the manual says for now, you can always adjust it later
05-03-2007, 01:28 AM
Originally Posted by nexxus
They affect your roll centre, stick to what the manual says for now, you can always adjust it later
05-03-2007, 02:49 AM
Elvo's setup guide explains it well from a technical perspective - http://users.pandora.be/elvo/
Essentially it is the instantaneous point in space around which the car is rotating when it rolls into a corner. And the posistion of this relative to CG is important.
A raised roll centre - acheived with a more angled/shorter camber link or by raising the inner suspension mounts - decreases cornering grip on that axle but also makes the car more responsive.
Lowering the roll centre (longer/less angled link, lower suspension blocks) does the opposite.
Extremely angled camber links also generate more dynamic camber change which is a whole different kettle of fish.
Generally, to generate more grip run a low roll centre. So for low grip asphalt a lower roll centre is usually better.
Essentially it is the instantaneous point in space around which the car is rotating when it rolls into a corner. And the posistion of this relative to CG is important.
A raised roll centre - acheived with a more angled/shorter camber link or by raising the inner suspension mounts - decreases cornering grip on that axle but also makes the car more responsive.
Lowering the roll centre (longer/less angled link, lower suspension blocks) does the opposite.
Extremely angled camber links also generate more dynamic camber change which is a whole different kettle of fish.
Generally, to generate more grip run a low roll centre. So for low grip asphalt a lower roll centre is usually better.